Brake-applying mechanism.



P. CONNIPP & Y. BURGESS.

BRAKE APPLYING MBGHANISM.

APPLIGATION FILED 11.13.11, 1909.

956,293. l Patented Apr. 26, 1910.

i I n @1 \J f 25 l p elwefnow,

Witnesses 1 `v P. GONNIPF & Y. BURGESS.

BRAKE AEPLYING MEGHANISM'. APPLICATION FILED I'BB-11, 1909.

956,293., I Patented Apr.26,1910.

2 SHEETS-SHEET 2.

l To all 'whom it may concern.' i

- UNITED STATES PATENT oni-uen.

PHILIP CQNNIFF AND YORKE SAID BURGESS ASSIGNOR `BURGrIEiSS, QF WASINGrTON, TO C. HIRAM ABSON,

DISTRICT or CQLUMBIA; or KANSAS CITY, MissoURI.

. BRAKE-APPLYING MncHANIsiu.

Be it known that we, Plinn CoNNIJFF and Yonxn BURGEss, citizens ofthe -United States, residing at Washington, District of Columbia, have invented anew and useful Brake-l pplying Mechanism,fof which the following is a specification.

`that if the train is 1n danger of collision the brakes may be applied in emergency and thev This invention relates to automatic air brake systems and has for its principal object to vprovide means for automatically opening the train pipe forthe purpose of reducing train pipe pressure and making an emergency appl1cat1on of the brake.

A further object of the invention is to provide an apparatus of this type which may bev-mounted on the engine so as to be under the direct control of the en ineer, or may be -placed at any point in the the train to be operated by the engineer or train crew or by any automatic means op-r erating from the road bed or other point so train brought to a stand-still.

With these and other objects in View, as

will more fully hereinafter appear, the in-y1 vention consists in certain novel features of construction and arran ement of parts, hereinafter fullydescribed, illustrated in the accompanying drawings, and particularly -pointed out in the appended claims, it being perspective view of understood ,that various changes in the form, proportions,'size and minor details ofv the structure may be made without departing from vthe spirit or sacrificing any of the advantages of the invention.

In the accompanying drawings z-Figure 1 is asectional elevation of an automatic brake a lying -device constructed inaccordance with the invention, valve-being-shown inclosed osition. Fig. 2 is asimilar viewjof a portion yof the device showing the`va1ve in open position.

' Fig. 3 is a side,el'eva'tion partly in the nature of a diagram, illustratinglthe manner in which the connectionsfmaybe made in the engine cab. Fig. 4 is a transverse section on the line 4 4 of. Fig. 1. Fig. 5 is. a detail the controlling valve detached..- f

Similar numerals of reterence are employed to indicate corresponding arts throughout the severalgures of the rawf `5 5 Arranged at anyr suitable point on"the an emergency, applicationV of; the brakes ength of in a small recess 21 formed in with cil-'cular recesses' for -tle pinned or otherwise secu-red tov-thea recess formed lin a cap 27 that thecontrolling upon byj air speemeationnfLeteersratem. Patent@ Apr, 26, 1910, Application mea February 11, 1909. serial train, preferably in the cab vof the-engine, is

a cylinder or valve casing 10 having aninlet port 11 which may be connected by a pipe 12 to the train pipe TP. The lower portion ofthe casing is cut away 4to form a Hat valve seat through. .which extends an exhaust port 13 opening to the atmosphere. ySlidably mounted on the-valve seat isa valve 14 having a large port 1 5 extending -directly therethrough and arranged to be placed in communication -withwthe exhaust port. 13 so that the train pipe pressure may flow directly through the valve casingoand the exhaust port for the purpose of suddenly--reducing the train pipe pressure-'and-elfecting The' valve is of approximately U-shape in cross section for the passage of a piston rod 22, and its side walls are provided with lateral ports 17 through which vthe air may pass on the Way to the port 15. The valve'is held to its seat by .train pipe pressure and in addition to this a spring 20 is employed in' order to prevent accidental dislodgment of the'valve, while the train is running. The lower end of the springlts proper 'and the upper end of` the spring bears against the piston rod 221,through whichy movement is impartedl toI -the valve. The opposite ends of the valve 'arefprovided reception "of a the collar 24 lbeing piston rod, while thev collary 25 is held againstthe outer end of the valve by a heavy spring 26. The outer end of the spring 26 -1s guided ,in closes the end of the valve chamber and. this 'cap isalsofprovided lwith an opening which yreceives and guides thefree end of the piston' l'Od- I l I Connected -to the -valvechamber1Q is a cylinder 30-that is separated from` the champair of collars 24 and 25',

ber by-fa division plate131',1the latterA being v109 provided 'with acentiallylocated stuling -box 32 thatsurroun'dspthe piston -rodl and prevents leakage of air. On 'the piston rod 22 is secured a piston 33 which is operated port 35 and w en this pressure lis allowed to acton the piston the valve `will be shifted from the closed position shown'in Figal to the open position shown in Fig. 2. In the port V35 is formed a seat for a valve '36 ar- 110 the valve i plressure entering through the ranged at one end of ka stem 37, said-stem assing through a suitable stuiing box 38.

o the opposite sides of the cylinder 30 .areI

secured straps carrying an iron-clad electromagnet 41 in the "form of a solenoid,` of' which the stem 37 forms the core and said stem carries a suitable 'armature 43. I The upper end of the stem is reduced in diam for yoke 46, the tension of the spring may be 'varied so that 'it will exert-more or less stress upon the lstern and consequently hold;

the valve 36 more or less forcibly against its seat, as will be readil understood. upon reference to Fig. 1. A ook nut 49 is threaded upon the plug which is turned home against the yoke or bracket to hold the plug in theposition to 4which it may be adjusted.

Thel port 35 is connected by a pipe 50 to a source 'of air under pressure winch may be Athe main reservoir MR. shown in Fig. 3,

or the train pipe at any point somewhat distant from the pipe 12.

When the electromagnet is energized by the closing of its circuit either by the engineer or other member of the train crew or by any automatic circuit closing mechanism, the armature 43 will be attracted and the stem 37 with the valve 36 thereon will be moved to open position allowing air under pressure to enter the cylinder 30 to the rear of the piston 33, and move the same to the,v

left. This movement is transmitted through the rod 22 to the valve 14; so that the latter will be shifted from the closed to the open position and the Atrain pipe will be placed 1n communication with the exhaust port 13, whereupon thetrain pipe pressure will `be at once reduced and an emergency application of the brake will result.

ln order to'permit free movementfof the piston under-the pressure of air enterin at port 35 a small leakage port 51 lis forme in the forward end of the cylinder 30, and to allow'return of the iston by `the spring 26 after `the closing o the valve 36 another leakage port 52 is formed in a vplug 53 that closes the horizontal portion of the port 35.

- What 'is claimed is y ,the va ve in closed ceases 1. in eine applying mechanism, a ported l valve casing connected to the trainpipe, a slidable valve' in said casing, a cylinder, -a

separating plate between the cylinder and casing; a piston arranged within thecylinder, a rod yextending from the piston through the plate, and engaging against the valve, a spring encirclin the rod and bearin against oneof the dis s 'to maintain osi'tion, a spring disosed between the vsilve and rod and tending to hold the valve down against its seat, a connection between the cylinder and a source of fluid pressure supply, and a valve in said connection. f f

2. In'brake a plying mechanism, a valve casingconnecte to the train pipe, a valve arranged within said casing, a cylinder, a

a pair of disks carried by the rod 'the Vopposite ends of piston disposed within the cylinder and connected to the valve, a supply port leading to `the cylinder and provided with a valve seat,

a spindle arranged to bear against lthe seat and forming a valve, an electromagnet of which said spindle forms a movable core, an

armature carried by the spindle, a spring acting against said spindle .and tending to force the valve againstits seat, an adjustable plug bearing against a spring, and a cap-nut for locklng said plug is adjusted position. n

3. In automatic emergency brake-apply-- ing mechanism, a valve casing connected to the train pipe and having an exhaust open tothe atmosphere, a valve slidably mounted on one side of the casing and having a large opening adapted to register with said exhaust, a spring withii'i` the casing acting on the valve to hold the body of the same normally over the said exhaust, a cylinder, a piston in thecylinder having its rod secured to the valve, a division plate between the cylinder and 'the valvecasing preventing communication between the cylinder and the casing, and automatic means for admitting iuid pressure to the piston to move the same and the valve in opposition to the spring bearing on the valve.'

Intestimony that we claim the foregoing as our own, wehave. hereto aiiixed our signatures in the presence of two witnesses. 

